Steam-engine



4 sheets-sheet '2.

W. J. LANE. STEAM ENGINE.

. Patented NovZ, 1886.' 27293/ N. PEYEHS PmtoLilhognpher. washington. D4 c.

(mi Model.)

4 S'heets--Sheet` 3. W. J. LANE.

STEAM ENGINE,

r.Patelcl'ed Nov. 2, 1886.

4 sheets-sheet 4.

(NoModel.)

w. J. LANE. STEAM ENGINE.

Patented Nov. 2, 1886.

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. UNITED A STATES PATENT OEEIcE.

WILLIAM J. LANE, OF POUGHKEEPSIE, NEW vYORK, ASSIGNOR OF TWO- VTHIRDS TO JOHN GRIFFEN LANE, POUGHKEEPSIE, NEW YORK, AND

WILLIAM HENRY FIELD, OF-GREENWICH, CONNECTICUT.

sT'EAM-IEYNGINE.Y

SPECIFICATION forming part of Letters Patent N0. 351,986, dated November 2, 1886.

Application filed June 16, 1886. Serial No. 205,348. (No model.)

To @ZZ whom t may concern.:

Be it known that I, WILLIAM J. LANE, of VPoughkeepsie, in the county of Dutchess and State of NewYork, have invented a new and useful Improvement in Steam-Engines; and I do hereby declare that the following is a full, clear, and exact description of the same.

The invention set forth in the following speci- -fication relates to what have been called re- Io 'volving-cylinder engines.

forms have been devised;but none,so far as I am aware, have been put into practical use by reason of certain difficulties inherent in the Inachines heretofore devised, as hereinafter eX- 1 5 plained. Y

To overcome these diic'ulties, and thereby to provide an engine capable of high rate of speed, and having the now well-recognized advantages arising therefrom, is the general obzo ject of my invention. This high rate of speed 'is due, primarily, to.the'generalprinciples of the engine hereinafter described, in which pis-y tons and cylinders are used with the working effect derivedvtherefrom, but with no absolute 2 5 reciprocating motion of parts whatever, andonly rotary motion. As in an engine of this kind all or most of the working parts revolve, and there are no reciprocating parts whatever to be brought-to and started from a state of rest.

3o at each semi-revolution, but all working parts v revolve about centers continuously in one direction, it follows that a much greater speed of 'parts may be allowed than in cases where the strains due to absolute reciprocation cause an' earlier limit. 'With' the high speed there arises adifliculty,` heretofore not provided for,

of constantly and perfectly lubricating these y parts-an object absolutely essential to be provided for in a machine moving at a high rate 4o of speed. Further, it is essential that -the working parts should be in compact form, for

the` reason that the high speed, with its consequent centrifugal force, would'be incompatible with a large diameter of the engine. There- 4 5 fore the principal special obj ects which I have yhad in view relate to the overcoming of these @difticulties; but I have,in connectionwith these,

`sought also to introduce improved details of constructiom whichI have found necessary in 5o practically carrying out my invention. i

v My said invention therefore consists, yrst and generally, of a rotary steam cylinderor Of these various cylinders Inounted on a shaft, with piston or l pistons connected to another shaft out of line with but parallel to the first or cylinder shaft, and all inclosed in a steam-chamber connected with the exhaust. r

It consists, secondly, of a steam cylinder or cylinders mounted on a shaft, and substantially radial or at right angles thereto, 4with its piston or pistons connected to a wheel or radial `arm mounted on a shaft out of line with the rst or cylinder shaft, the cylinder or cylinders and piston-connections with the wheel or 'arm being inclosed in a steam-space connected with the exhaust, whereby the piston and its fconnections are all lubricated.

It consists, thirdly, of an exhaust-passage into the chamber inclosing the steam-cylinder and piston-connections, arranged to discharge exhaust-steam across the chamber and against the'connection-points and other working parts.

It consists, fourthly, of cylinders mounted Vupon a shaft with their pistons and connections inclosed in a steam-chamber, with passages from the said chamber to the bearings of the shaft.

It consists, fthly, in a special construction of a divided sleeve forming an immediate bearing-surface of the shaft, whereby the steam is lconducted to all parts thereof.

It consists, sixthly, in forming a steam-passage through the bottom of the piston to the joint of the connection with the piston,where by this inner joint is lubricated.

It consists, seventhly, of an improved construction of the piston and piston-connection, the piston being made hollow from its outer end,with the connection hinged to the bottom, whereby the long bearing is provided for the piston and the connection is shortened with corresponding reduction in the diameter of the engine.

lt consistseighthly, of a direct connection, by means of a pitman or link,between the piston of the cylinder mounted upon one shaft and the wheel or radial arm on another shaft out of line but parallel with the cylindershaft.

It consists, ninthly, of a link-connection between the cylinder or cylinders and the wheel part or arm, whereby the two shafts are kept' ICO collar applied to the cylinder-shaft acting in opposition to the outward steam-pressure.

It consists, eleventhly, of a worm or screw and its connection for changing and controlling the position of the cut-off valve.

It consists, twelfthly, of a compound engine consisting` of large and small cylinders arranged radially on a shaft, with pistons and piston-connections from each piston to awheel or radial arm on another shaft out of line with the cylinder-shaft, with steam-induction passages to the smaller cylinder or cylinders, steam-passages from the exhaust of the smaller to the larger cylinders, and exhaust-passages from the larger.

Itconsists, finally, in details of construction, all as hereinafter set forth, and particularly indicated in the claims.

In the accompanying drawings, Figure l represents the engine in perspective,with the upper portion of the inclosing-case broken away to show the wheel and cylinders. Fig. 2 is a plan view of a horizontal section taken longitudinally of the shaft. Fig. 3 represents a vertical transversesection on line a: v of Fig. 2, the inlet and exhaust ports being shown in dotted lines. Fig. 4 is a section on line y 1/ of Fig. 2, showing the bearing for the shaft. Fig. 5 is a section on line z z of Fig. 2. Fig. 6 shows a side elevation of the inlet and ex haust ports, with t-he position of the cylinders and the ports indicated in dotted lines. Fig. 7 is a similar view of a compound form of engine. Fig. 8 is a perspective view showing more clearly theinlet and exhaust ports adapted to a compound form of engine. Fig. 9 is a detail sectional view.

In the drawings, A indicates the cylindershaft, the inner end of which carries one or more cylinders, B. I have shown four of these cylinders set radially on the end of the shaft at equal distances, that being a convenient number. The cylinders in this single-acting form of the engine are of equal size, and are fixed to the central hub, b, which is secured to the end of the shaft. The cylinders are open at their outer ends, and receive and exhaust steam through ports c in the hub, which open laterally in the end of thehub. The end of the hub through which these steam-ports open is ground to lit against the corresponding face of the casing. The induction-port leads from the steam-supply pipe D, and is shown at din the face of the casing represented in Fig. 6. This port is elongated in the face of the casing on a circular path concentric with the center of the shaft and on a line with the path of the steam-ports in the hub, and is provided with a variable cut-off, as shown in Fig. 6, and is hereinafter explained. The exhaust is through a similar curved elongated port, d', in the said face, and this communicates at d, Fig. 2, with a passage, 3, into the interior of the case, as shown in Figs. 2 and 6. The supply and eX- haust are indicated by the arrow in the said figures. The form of the pistons is also shown in Fig. 2 at E. They are cup-shaped, with the open end outward, and the piston-connection F is hinged to the bottom of the piston by means of threaded bolts f, inserted through the outside of the piston through a T-head on the end of the connection. The space within the hollow piston is sufficient to permit the relative swinging motion of the connection F. The outer end of the piston-connection is provided with a T-head similar to that of the interior end, and is connected by a similar bolt, f', to the overhanging flange g of the wheel G, orto the end of a radial arm in place of the wheel. This wheel G is fixed to the end of the shaft H, mounted in bearings in the case in aline aside from but parallel with the line of the shaft A.

In the machine represented in the accompanying drawings the pistons are four inches in diameter and the lines of the two shafts are one and onehalf inch apart. The pistons are carried in their circular path about the shaft A as a center, giving three inches stroke to the piston. The part Gis shown in the form of a wheel having acontinuous ring or flange, g; but 'the precise form is not essential, as radial arms could be made to serve the same purpose. The hub of the wheel G is fixed to the inner end of the shaft H. Openings h are made in the wheel G opposite the outer ends of the cyl inders, and across each of these openings, on the outside, is fixed a bar, i, in which is a pin, 4, projecting inward. On the outer end of each cylinder is a corresponding pin projecting outward. The pins on the bar/i are at an equal distance from the center of the shaft H, and the pins on the outer ends of' the cylinders are also atan equal distance from the center of the shaft A. The pins are also all at the same distance from the centers about which they revolve. These pins are connected bylinks of a length between centers of bearings equal to the distance between the axial lines of the shafts A II. This connection keeps the parts in just relation to each other, the power being exerted by the piston-connections. The links simply turn on their bearings, maintaining always the same absolute position and offer a minimum of fric tion, and being nearly opposite the exhaustport in the case,they always are lubricated by the oil carried by the steam. The two shafts thus connected manifestly rotate in the same direction and in unison, the cylinders upon one and the pistons upon the other; but the orbits being eccentric and the centers within the space common to both, the space between the inner end of any cylinder and the point of attachment ofthe outer end of its piston-connection will vary constantly in the revolution of the whole. The piston therefore does not reciprocate, but is simply carried about a center with slight oscillation, and the piston and cylinder have movement with relation to each other only as their paths diverge or converge. In this way all the advantages of a cylinder and piston engine are obtained without absolute reciprocation and the necessary limitation which it imposes upon the speed. In order to avoid the use of cross-heads and to reduce IOO IIO

the diameter of the engine, the pistons are l? diameter and lessened centrifugal force. This, force extending outward on all revolving parts,

together with steam-pressure acting in thesame direction only, keeps all slack in bearings con 4 stantly taken up, and there is therefore no need for provision for taking up on any interior bearing-surfaces. This force will he always sufficient to keep the oil supplied to the outer connection-joints, but will tend to keep it away from theinner rconnection-j oints in the bottom of the hollow pistons. and to properly lubricate their joints, I bore the bottom of the piston, as shown at 7. This admits the steam to the T-shaped end of the connection, which is cylindrical and bears on acorresponding surface on the inner face of the piston, forming a steam-joint. A hole, `18, is made in line with the hole 7 in the T-shaped end to the pin, and thereby the latter is lubricated by the oil carried by the steam pressing outward. The T-shaped end of the connection bearing upon the corresponding surface in the bottom of the hollow piston acts as a valveto close and prevent the escape of the steam through the piston. Both the pressure of the steam and the centrifugal force tend outward and hold all the parts in contact. In the arrangement shown all these parts balance each other. The power appliedl is in a succession of pulsations of pressure wholly in the same direction, and the movement is steady and uniform. The exhaust-passage has been shown as directed laterally against the revolving cylinders and other working parts connected therewith, whereby the steam and the oil carried by the steam is directed against the parts requiring lubrication; but in order that lubrication of all the parts may be accomplished I have inclosed the whole working 'mechanism in a case, K. This, for convenience, though not necessarily so, is represented as cast in two lower parts with a base, and with a bearing for the shaft integral with these parts,and with a cover, la, completing t-he case. This forms a chamber wholly inclosing the steamcylinders, the revolving wheel, and the parts connecting the cylinders and wheel,into which space thesteam is directly exhausted'.` From this chamber steam passes through an exhaustpassage, L, and passages n n to the atmosphere. The passage L is located a little above the lowest `part of the chamber, asshown in Fig. 8, in order that some water of condensation may be permitted to accumulate in .the bottom of the chamber, which will support a thin film of oil, and serving a further lubrication of the parts as they revolve.

In order to provide for the automatic lubrication and the accurate adjustment of the shafts, I have devised improved bearings therefor. These consist of sleevesdivided on To remedy this vertical and longitudinal line, the parts being separated to leave a space for the passage of the steam. They are shown at m and m', in plan in Fig. 2 and in section in Figs. 4 and 5, and in Fig. 2 the inner sleeves are partly broken away down to the shaft. I have shown two ofv these divided sleeves on each side, because in this case the shaft has no outward bearing, and two bearings are therefore placed within one hub or case. They are inclosed in an outer bearing or hub of the case, in which they are held adj ustabl y by means of set-screws 8, and the halves of each sleeve are connected by a light screw, 9, sufficiently strong to hold the parts in proper relation to each other, but capable of bending to give slight movement necessary for any adjustment of the set-screws 8. The outer sleeve parts, m, are grooved peripherally, as shown at l1, and this groove vconnects with the longitudinal passage be# tween the Vhalf parts of the sleeve above and below, whereby the steam is conducted both to the upper and lower parts of the shaft. The tube at connects with the peripheral groove underneath to carry off a part of the exhauststeam, together with the water of condensa tion. The bearing-face of the hub of the wheel G is smaller than the face of the sleeve m, against which it bears, and this permits the passage of steam into the space between the sleeve-halves.

' To admit steam to the cylindershaft A, a passage, l2. is formed leading from the exhaust-passage 3 into the space between the halves of the sleeves. In other respects the construction and arrangement of the bearings of the shaft A are the same as those heretofore described. By this construction any pressure to close the bearing by setting up on the screws 8 8 sets up the bearing uniformly throughout its whole length, and at the same time allows th-e bearing to keep in line with the shaft, by reason of the pivotal action upon s crews 8 8 at or near the middle of the length of the bearing. These two bearings may or may not he in close proximity, as herein shown. A single bearing inclosed in a rigid case, as shown, is all that is necessary when the shaft has another bearing.

It will be apparent that the pressure of the ICO IIO

steam will tend constantly to force the hub of the cylinder away from the bearing. In order to compensate for this, a collar, O,is fixed upon the shaft A, and is formed with pockets, in whichl are located coiled springs o. These bear against a disk or washer, l?, loose on the shaft, and bearing against the end of the hub or outer bearing, Q. The washer is connected with the collar by means of a pin, q, so that it revolves with the collar. The springs are ymade of such strength as to overcome the pushing effect of the steam and to hold the hub b constantly against its bearing; but as the force of the steam nearly equals that of the springs the friction between 'the surfaces in which the parts are located is slight. This yielding pressure, which can be adapted to with, takes steam at the commencelnent of the stroke of the piston, may carry up to one-half stroke, at which point it is cut off, expands during the remaining one-half and commences exhausting when the outstrolre has been nearly completed, and exhausts practically during the whole return-stroke, as in this construction cushioning is unnecessary for smooth running and clearance is small.

In Fig. 3 the steam-passages in the hub are shown in side view, and the location of these passages is more clearly shown in Fig. 6 at c. They take steam successively while passing the port of the steam-passage d in the casing and exhaustin passing the port of the exhaustpassage S. The length of the steam-port determines the point of cutoff. The point of cut-off is made variable by means of a slide Q', fitted to move in the curved recess in the face of the bearing. This is operated by means of a rod, q. connected with a worm located in a recess back of the cut-off Q', and beyond the end of the steam passage or port d. The back of the cutoff Q has a section oi female screw-thread formed therein to correspond with that of the worm, and is thus connected with the rod q', which (shown in the ligure) has a knob 011 the end, by which it may be manipulated by hand; but, manifestly, the rod is adapted to be connected to a govcrnor in the ordinary manner.

In Figs. 7, 8, and 9 I have shown the principles heretofore explained applied to a compound engine. In Fig. 7 the cross section shows the larger cylinders, B, placed opposite each other. Steam from the main pipe D is taken through a steam-passage, r, (shown in dotted lines in Fig. 8,) into the small cylinder in the lnanner hereinafter described. r This is exhausted through the steam-passage s into the steam-chamber S on the outside of the casing; thence it is taken through the steampassage tinto the large cylinder, and exhausted through the passage u, asheretofore explained. Relative sizes of cylinders are determined by rules known to those skilled in the art, and the construction of the large and small cylinders, their pistons, and connections is the same as heretofore explained. The engine may be controlled as to speed by an ordinary governor on the supply-pipe D, attached and run in the usual manner, and oil is/supplied through the usual automatic lubricator attached to the steam-supply pipe.

I claim as my invention- 1. A rotary steam-cylinder mounted 011 a shaft, lwith a piston connected to another shaft out of line with but parallel to the cylindershaft, with suitable induction and exhaust passages, the cylinder and piston being inclosed in a steam-chamber connected with the exhaust, substantially as described.

2. A steam-cylinder mounted on a shaft at right angles thereto, with its piston connected to a wheel or arm mounted on a shaft out of line with the cylinder-shaft, said cylinder having suitable induction and exhaust passages with the cylinder and piston, with its connection with the wheel or arm being inclosed in the steam-chamber connected with the exhaust, substantially as described.

3. Two or moresteam-cylinders mounted radially on the end of the shaft and arranged to balance each other, having pistons connected to a wheel or arms radially mounted on a shaft outof line with the cylindershaft,with suitable induction and exhaust passages. the cylinders and pistons, with their connections with the Wheel or arms,being inclosed ina steam-cham ber connected with the exhaust, substantially as described.

4. The cylinders mounted radially on the end of the shaft, with suitable induction-passages, the pistons,with their connections, and the wheel or radial arms, all inclosed in asteamchamber, and an exhaust-passage arranged to discharge across the chamber, whereby the connection-joints and other working parts are lubricated, substantially as described.

5. Cylinders mounted upon the shaft, with their pistons and connections inclosed in the steam-chamber, and a steam-passage from the said chamber to the bearings of the shaft, substantially as described.

6. In combination with the shaft and its con nections working in steam-chamber, the divided sleeve forming the immediate bearingsurface of the shaft, and the steam passage leading thereto, all substantially as described.

7. In combination with the cylinder revolving upon the shaft within an inclosed steamspace, and having a piston and piston-connection jointed thereto, a steam-passage through the bottom of the piston, whereby the inner hingejoint is lubricated, substantially as described.

8. In combination with the cylinder mounted on the shaft, and the wheel or arm on another shaft out of line with but parallel to the cylinder-shaft, the connection hinged directly to the piston and to the wheel or arm, whereby cross-heads are avoided.

9. The hollow piston, in combination with the revolving cylinder fixed to the shaft, and the piston-connection hinged to the bottom of the hollow piston, and at the outer end hinged to the wheel, the whole being inclosed in the steam-chamber, substantially as described.

10. The combination, with the cylinder mounted on the shaft in radial line thereto,

IOO

of the hollow piston and the connection hinged to the bottom ofthe piston at its inner end, and at its outer end hinged directly to the wheel or radial arm mounted on a shaft out of line with the cylinder-shaft, substantially as described. Y

11. A link-connection pivoted to the cylinder at one end, and to the wheel at the other end, the link being in a plane parallel with the movement, whereby the cylinder and wheel part are kept in unison, substantially as described. Y

12. A compound engine consisting of large and small cylinders arranged radially on a shaft, with pistons and piston -connections from each piston hinged to a wheel or radial arms on another shaft out of line with the cylinder-shaft, with steam-induction passages to the smaller cylinder or cylinders, steam-pas' sages from the exhaust of the smaller to the larger cylinders, and exhaust-passages from the larger, all substantially as described.

1 3. A cylindrical bearing divided longitudinally, inclosed in a rigid case or sleeve, and provided with a screw on either side at the center of its length, and also with steam-pas sages, for the purpose set forth;

14. A cylindrical bearing divided longitudinally, inclosed in a rigid ease or sleeve, and provided with a screw on either side, a screw midway circnmferentially between said screws, and exhaust-steam passages along the shaft between the two parts of the bearing-surface, substantially as described.

15. The combination of revolving cylinders connected with a flat valve or port surface, also rotating, a corresponding stationary surface with curved ports therein, and springs to produce a yielding and limited pressure between said surfaces, as and for the purpose set forth.

16. In combination 4with a :revolving fiat valve-surface, a stationary iiat valve-surface with elongated ports, and a cut-off valve adapted to change the length of the steamport, as set forth.

17. In combination with a revolving at valve-surface, a stationary flat valve-surface with elongated ports, and a cut-off valve operated by means of a screw to change the length of the steam-port, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

'WILLIAM J. LANE.

Witnesses:

JOHN G. LANE, JOHN M. JANEs. 

